US11654881B2 - Control apparatus - Google Patents

Control apparatus Download PDF

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Publication number
US11654881B2
US11654881B2 US17/502,192 US202117502192A US11654881B2 US 11654881 B2 US11654881 B2 US 11654881B2 US 202117502192 A US202117502192 A US 202117502192A US 11654881 B2 US11654881 B2 US 11654881B2
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Prior art keywords
engine
motor generator
control
processor
rotational
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US20220118964A1 (en
Inventor
Hiroyuki Suzuki
Itaru Seta
Yosuke Ohtomo
Masaki Komuro
Shinya SAGAWA
Takashi Kono
Kazuki Makino
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Subaru Corp
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Subaru Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/04—Monitoring the functioning of the control system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the technology relates to a control apparatus.
  • a hybrid vehicle including an engine and a drive motor as drive sources has been widely used in recent years.
  • the engine, a generator generating electric power by using motive power outputted from the engine, and the drive motor coupled to a drive wheel may be coupled to each other via a planetary gear mechanism serving as a power split mechanism.
  • the planetary gear mechanism may divide the motive power outputted from the engine, and transmit the divided motive power to the generator and the drive motor.
  • An aspect of the technology provides a control apparatus configured to control a vehicle.
  • the vehicle includes an engine, a generator, and a drive motor.
  • the generator is configured to generate electric power by using motive power outputted from the engine.
  • the drive motor is coupled to a drive wheel.
  • the engine, the generator, and the drive motor are coupled to each other via a planetary gear mechanism.
  • the control apparatus includes a processor.
  • the processor is configured to diagnose a state of at least one of the engine, the generator, or the drive motor on the basis of a relationship between a rotational speed of the engine, a rotational speed of the generator, and a rotational speed of the drive motor.
  • FIG. 1 is a diagram schematically illustrating an example of an outline configuration of a vehicle in one example embodiment of the technology.
  • FIG. 2 is a collinear chart illustrating a relationship between respective rotational speeds of an engine, a first motor generator, and a second motor generator in one example embodiment of the technology.
  • FIG. 3 is a block diagram illustrating an example of a configuration of a control apparatus according to one example embodiment of the technology.
  • FIG. 4 is a flowchart illustrating an example of a flow of an overall process related to a diagnosis to be performed by the control apparatus according to one example embodiment of the technology.
  • FIG. 5 is a flowchart illustrating an example of a flow of a process in a first diagnosis to be performed by the control apparatus according to one example embodiment of the technology.
  • FIG. 6 is a collinear chart illustrating an example of the respective rotational speeds of the engine, the first motor generator, and the second motor generator, and torques acting on the engine, the first motor generator, and the second motor generator during execution of the first diagnosis by the control apparatus according to one example embodiment of the technology.
  • FIG. 7 is a flowchart illustrating an example of a flow of a process in a second diagnosis to be performed by the control apparatus according to one example embodiment of the technology.
  • FIG. 8 is a collinear chart illustrating an example of the respective rotational speeds of the engine, the first motor generator, and the second motor generator, and torques acting on the engine, the first motor generator, and the second motor generator during execution of the second diagnosis by the control apparatus according to one example embodiment of the technology.
  • FIG. 9 is a flowchart illustrating an example of a flow of a process in a third diagnosis to be performed by the control apparatus according to one example embodiment of the technology.
  • FIG. 10 is a flowchart illustrating an example of a flow of a process in a fourth diagnosis to be performed by the control apparatus according to one example embodiment of the technology.
  • various pieces of equipment including an engine, a generator, and a drive motor, may be mounted on a hybrid vehicle.
  • any of such pieces of equipment stops operating normally, it can become difficult for the vehicle to continue traveling.
  • the vehicle has to be brought to, for example, a dealer for inspection and repair. It is thus desired to appropriately diagnose a state of equipment in the vehicle.
  • FIGS. 1 to 3 A configuration of a vehicle 1 in an example embodiment of the technology will now be described with reference to FIGS. 1 to 3 .
  • FIG. 1 schematically illustrates an outline configuration of the vehicle 1 .
  • the vehicle 1 may include an engine 11 , a first motor generator 21 , a first inverter 22 , a second motor generator 23 , a second inverter 24 , a battery 25 , a planetary gear mechanism 31 , a group of gears 32 , a drive wheel 33 , a display 41 , a vehicle speed sensor 51 , an engine rotational speed sensor 52 , a gradient sensor 53 , a first temperature sensor 54 , a second temperature sensor 55 , and a control apparatus 60 .
  • the planetary gear mechanism 31 may include a sun gear 31 a, a carrier 31 b, and a ring gear 31 c.
  • the first motor generator 21 , the first inverter 22 , the second motor generator 23 , and the second inverter 24 correspond to a first MG, a first INV, a second MG, and a second INV in FIG. 1 , respectively.
  • the first motor generator 21 may serve as a “generator”. In one embodiment, the second motor generator 23 may serve as a “drive motor”.
  • the engine 11 may be an internal combustion engine that generates motive power by using a fuel such as gasoline.
  • the engine 11 outputs the motive power to drive the drive wheel 33 .
  • the motive power outputted from the engine 11 is also used by the first motor generator 21 to generate electric power.
  • the engine 11 may have a crankshaft, or an output shaft, coupled to the carrier 31 b of the planetary gear mechanism 31 .
  • the first motor generator 21 may be, for example, a three-phase alternating current motor, and may be coupled to the battery 25 via the first inverter 22 .
  • the first inverter 22 may be mounted in a power control unit P 1 that includes various devices converting electric power, including a DC-to-DC converter.
  • the first motor generator 21 generates electric power by using the motive power outputted from the engine 11 .
  • the electric power generated by the first motor generator 21 may be supplied to the battery 25 via the first inverter 22 .
  • the battery 25 may be charged thereby.
  • the first motor generator 21 may also be driven with the electric power of the battery 25 and output motive power.
  • the first motor generator 21 may have an output shaft coupled to the sun gear 31 a of the planetary gear mechanism 31 .
  • the second motor generator 23 may be, for example, a three-phase alternating current motor, and may be coupled to the battery 25 via the second inverter 24 .
  • the second inverter 24 may be mounted in a power control unit P 2 that includes various devices converting electric power, including a DC-to-DC converter.
  • the second motor generator 23 may be driven with the electric power of the battery 25 and output motive power used to drive the drive wheel 33 .
  • the second motor generator 23 may perform electric power regeneration by using kinetic energy of the drive wheel 33 while the vehicle 1 is decelerating.
  • the electric power generated by the second motor generator 23 may be supplied to the battery 25 via the second inverter 24 .
  • the battery 25 may be charged thereby.
  • the second motor generator 23 may have an output shaft coupled to the ring gear 31 c of the planetary gear mechanism 31 .
  • the engine 11 , the first motor generator 21 , and the second motor generator 23 are coupled to each other via the planetary gear mechanism 31 , as described above.
  • the planetary gear mechanism 31 may be a power split mechanism that divides the motive power outputted from the engine 11 and transmits the divided motive power to the first motor generator 21 and the second motor generator 23 .
  • the ring gear 31 c may be disposed coaxially on an outer circumferential side with respect to the sun gear 31 a.
  • the carrier 31 b may support a plurality of pinion gears in a manner to allow rotation and revolution thereof.
  • the pinion gears may each be in mesh with the sun gear 31 a and the ring gear 31 c.
  • FIG. 2 is a collinear chart illustrating a relationship between respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • a vertical axis representing the rotational speed of the first motor generator 21 i.e., the rotational speed of the sun gear 31 a
  • a vertical axis representing the rotational speed of the engine 11 i.e., the rotational speed of the carrier 31 b
  • a vertical axis representing the rotational speed of the second motor generator 23 i.e., the rotational speed of the ring gear 31 c
  • the rotational speed of the engine 11 , the rotational speed of the first motor generator 21 , and the rotational speed of the second motor generator 23 are in a collinearly aligned relationship with each other.
  • the vertical axis representing the rotational speed of the first motor generator 21 and the vertical axis representing the rotational speed of the engine 11 are at a distance D 1 from each other.
  • the vertical axis representing the rotational speed of the engine 11 and the vertical axis representing the rotational speed of the second motor generator 23 are at a distance D 2 from each other.
  • a ratio between the distance D 1 and the distance D 2 is equal to a ratio between the number of teeth of the ring gear 31 c and the number of teeth of the sun gear 31 a.
  • the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 have a collinearly aligned relationship with each other in a collinear chart. Further, the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 also have such a relationship that if the rotational speeds of any two of the engine 11 , the first motor generator 21 , and the second motor generator 23 are determined, the rotational speed of the remaining one is unambiguously determined.
  • diagnosis may be performed on the engine 11 , the first motor generator 21 , and the second motor generator 23 by utilizing such relationships between the respective rotational speeds thereof. A process of the diagnosis will be described later in detail.
  • the second motor generator 23 is coupled to the drive wheel 33 .
  • the output shaft of the second motor generator 23 may be coupled to the drive wheel 33 via the group of gears 32 .
  • the group of gears 32 may include a plurality of gears.
  • the motive power outputted from each of the engine 11 and the second motor generator 23 may be transmitted to the drive wheel 33 via the group of gears 32 .
  • the drive wheel 33 may be a front wheel or a rear wheel.
  • the drive wheel 33 may be both of the front wheel and the rear wheel.
  • the motive power outputted from an output side of the group of gears 32 may be transmitted to both of the front wheel and the rear wheel.
  • the vehicle 1 may be a hybrid vehicle with the engine 11 and the second motor generator 23 as drive sources.
  • the vehicle 1 may therefore be switchable between a hybrid-electric-vehicle (HEV) mode, an electric-vehicle (EV) mode, and an engine traveling mode.
  • HEV hybrid-electric-vehicle
  • EV electric-vehicle
  • engine traveling mode the vehicle 1 travels using only the motive power outputted from the engine 11 .
  • the display 41 may display visual information. Examples of the display 41 include a multi-function display (MFD).
  • the MFD may display various pieces of information, including fuel consumption and travelable distance of the vehicle 1 .
  • the driver may perform an input operation using, for example, objects displayed on the display 41 .
  • an input device to receive the driver's input operations may be provided in the vehicle 1 separately from the display 41 .
  • the vehicle speed sensor 51 may detect a vehicle speed, that is, the speed of the vehicle 1 , and output the detected vehicle speed to the control apparatus 60 .
  • the engine rotational speed sensor 52 may detect the rotational speed of the engine 11 , and output the detected rotational speed to the control apparatus 60 .
  • the gradient sensor 53 may detect a gradient of a road on which the vehicle 1 is traveling, and output the detected gradient to the control apparatus 60 .
  • Examples of the gradient sensor 53 include an acceleration sensor.
  • the first temperature sensor 54 may detect a temperature of the power control unit P 1 , and output the detected temperature to the control apparatus 60 .
  • the second temperature sensor 55 may detect a temperature of the power control unit P 2 , and output the detected temperature to the control apparatus 60 .
  • the control apparatus 60 may have devices including a central processing unit (CPU) as an arithmetic processing unit, a read only memory (ROM), and a random-access memory (RAM).
  • the ROM may be a memory element that stores a program, a calculation parameter, etc., that are to be used by the CPU.
  • the RAM may be a memory element that temporarily holds, for example, a parameter that changes as appropriate for execution by the CPU.
  • FIG. 3 is a block diagram illustrating an example of a configuration of the control apparatus 60 .
  • the control apparatus 60 includes a processor 62 , for example.
  • the control apparatus 60 may also include an acquisition circuit 61 .
  • the acquisition circuit 61 may acquire various pieces of data to be used in a process to be performed by the processor 62 .
  • the acquisition circuit 61 may output the acquired pieces of data to the processor 62 .
  • the acquisition circuit 61 may acquire the pieces of data from the vehicle speed sensor 51 , the engine rotational speed sensor 52 , the gradient sensor 53 , the first temperature sensor 54 , and the second temperature sensor 55 .
  • the acquisition circuit 61 may acquire, from the display 41 , data indicating input operations performed by the driver using the display 41 .
  • the processor 62 may control an operation of each device in the vehicle 1 .
  • the processor 62 may include an engine control processor 62 a, a motor control processor 62 b, a display control processor 62 c, and a diagnosis circuit 62 d.
  • the engine control processor 62 a may control an operation of the engine 11 .
  • the engine control processor 62 a may control an operation of each device in the engine 11 to control a throttle position, ignition timing, a fuel injection quantity, etc.
  • the engine control processor 62 a may thereby control an output of the engine 11 .
  • the motor control processor 62 b may control an operation of each of the first motor generator 21 and the second motor generator 23 .
  • the motor control processor 62 b may control an operation of a switching device of the first inverter 22 to control a supply of electric power performed between the first motor generator 21 and the battery 25 .
  • the motor control processor 62 b may thereby control the motive power generation and the electric power generation performed by the first motor generator 21 .
  • the motor control processor 62 b may control an operation of a switching device of the second inverter 24 to control a supply of electric power performed between the second motor generator 23 and the battery 25 .
  • the motor control processor 62 b may thereby control the motive power generation and the electric power generation performed by the second motor generator 23 .
  • the display control processor 62 c may control an operation of the display 41 .
  • the display control processor 62 c may cause the display 41 to display various pieces of information or to stop displaying.
  • the display control processor 62 c may thereby provide the driver with the various pieces of information.
  • the diagnosis circuit 62 d may diagnose a state of equipment mounted on the vehicle 1 .
  • the diagnosis circuit 62 d diagnoses a state of at least one of the engine 11 , the first motor generator 21 , or the second motor generator 23 on the basis of a relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • the processor 62 may execute a selected traveling mode of the vehicle 1 by switching between a normal mode and a cruise control mode.
  • the normal mode is a traveling mode in which acceleration and deceleration rates of the vehicle 1 are controlled on the basis of acceleration and deceleration operations, that is, an accelerator operation and a braking operation, performed by the driver.
  • the cruise control mode is a traveling mode in which the vehicle speed is maintained at a target vehicle speed irrespective of the acceleration or deceleration operation by the driver.
  • the processor 62 may execute one of the traveling modes selected by an input operation performed by the driver using the display 41 , for example.
  • the control apparatus 60 may communicate with each device in the vehicle 1 , as described above.
  • the communication to be performed between the control apparatus 60 and each device may be a controller area network (CAN) communication, for example.
  • CAN controller area network
  • a plurality of block components of the control apparatus 60 may be divided by a plurality of control apparatuses to be executed by the plurality of control apparatuses.
  • the plurality of block components may be executed by a single control apparatus.
  • the plurality of apparatuses may be coupled to each other via a communication bus such as the CAN.
  • the processor 62 of the control apparatus 60 diagnoses a state of at least one of the engine 11 , the first motor generator 21 , or the second motor generator 23 on the basis of a relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • This makes it possible to appropriately diagnose the state of the equipment mounted on the vehicle 1 .
  • a process related to such a diagnosis to be performed by the processor 62 will be described later in greater detail.
  • control apparatus 60 With reference to FIGS. 4 to 10 , a description will be given of an operation of the control apparatus 60 according to an example embodiment of the technology.
  • FIG. 4 is a flowchart illustrating an example of a flow of an overall process related to the diagnosis to be performed by the control apparatus 60 . Note that a control flow illustrated in FIG. 4 may be executed repeatedly at predetermined time intervals, for example.
  • step S 101 the processor 62 may first determine whether a predetermined start condition for the diagnosis is satisfied. If the processor 62 determines that the start condition is satisfied (step S 101 : YES), the processor 62 may cause the control flow to proceed to step S 102 . If the processor 62 determines that the start condition is not satisfied (step S 101 : NO), the processor 62 may cause the control flow illustrated in FIG. 4 to end.
  • the start condition for the diagnosis may thus be set from various viewpoints including, without limitation, the viewpoint of reducing a sense of discomfort that the driver may feel, the viewpoint of securing safety, and the viewpoint of causing less inconvenience to other vehicles.
  • the start condition for the diagnosis may include a plurality of conditions, and the processor 62 may determine that the start condition is satisfied if all of the conditions are satisfied.
  • the start condition may include a condition that the cruise control mode is under execution.
  • the cruise control mode During execution of the cruise control mode, no acceleration or deceleration operation is performed by the driver. Performing the diagnosis only while the cruise control mode is under execution helps to prevent the driver from feeling a sense of discomfort due to actual behaviors of the vehicle 1 not corresponding to the driver's acceleration and deceleration operations.
  • the start condition may further include, for example, a condition that no other vehicle is present around the vehicle 1 .
  • noise can occur due to a change in output of each device. Performing the diagnosis only in the absence of other vehicles around the vehicle 1 helps to prevent inconvenience to other vehicles around the vehicle 1 that would be caused by the noise occurring in a situation where the diagnosis is performed in the presence of other vehicles around the vehicle 1 . Furthermore, this allows safety of the vehicle 1 to be secured.
  • the control apparatus 60 may determine the presence or absence of any other vehicle around the vehicle 1 by using, for example, vehicle-to-vehicle communication, or cameras or sensors such as radars that detect surrounding environments, including the front, the rear, the right side, and the left side, of the vehicle 1 .
  • the start condition may further include, for example, a condition that the vehicle speed is higher than or equal to a lower limit value (e.g., 20 km/h) and lower than an upper limit value (e.g., 100 km/h).
  • a lower limit value e.g. 20 km/h
  • an upper limit value e.g. 100 km/h.
  • the output of each device may be controlled for diagnosis purposes. This can result in a shortage of drive force relative to required drive force upon application of high load. Performing the diagnosis only in the case where the vehicle speed is lower than the upper limit value therefore helps to prevent the diagnosis from being performed upon application of high load, thus helping to prevent a shortage of the drive force relative to the required drive force.
  • the start condition may further include, for example, a condition that the rotational speed of the engine 11 is higher than or equal to a lower limit value (e.g., 1,200 rpm) and lower than an upper limit value (e.g., 4,200 rpm).
  • a lower limit value e.g. 1,200 rpm
  • an upper limit value e.g. 4,200 rpm.
  • the start condition may further include, for example, a condition that the vehicle 1 is traveling on an uphill road and that a gradient of the road on which the vehicle 1 is traveling is higher than or equal to a lower limit value (e.g., 5%) and lower than an upper limit value (e.g., 20%).
  • a lower limit value e.g., 5%
  • an upper limit value e.g. 20%
  • Performing the diagnosis only in the case where the gradient of the road on which the vehicle 1 is traveling is higher than or equal to the lower limit value helps to prevent the rotational speed of the engine 11 from changing greatly, thus helping to prevent the driver from feeling a sense of discomfort. Further, performing the diagnosis only in the case where the gradient of the road on which the vehicle 1 is traveling is lower than the upper limit value helps to prevent the diagnosis from being performed upon application of high load, thus helping to prevent a shortage of the drive force relative to the required drive force.
  • the start condition may further include, for example, a condition that a target value of an output of a drive source (i.e., each of the engine 11 and the second motor generator 23 ) calculated by the control apparatus 60 is greater than or equal to a lower limit value (e.g., 20 kW) and less than an upper limit value (e.g., 80 kW).
  • a lower limit value e.g. 20 kW
  • an upper limit value e.g. 80 kW.
  • Performing the diagnosis only in the case where the target value of the output of the drive source is greater than or equal to the lower limit value allows the diagnosis to be performed under a high background-noise situation. This helps to prevent the noise occurring in the course of the diagnosis from causing any inconvenience to other vehicles, and also helps to prevent an occupant of the vehicle 1 from having a feeling of anxiety. Further, performing the diagnosis only in the case where the target value of the output of the drive source is less than the upper limit value helps to prevent the diagnosis from being performed upon application of high load, thus helping to prevent
  • the start condition may further include, for example, a condition that a state where the affirmative determination has been made as to satisfaction of the other conditions has lasted for a predetermined period of time (e.g., five seconds). This helps to prevent a situation where a result of determination as to the start condition keeps changing fast.
  • a predetermined period of time e.g., five seconds
  • the start condition may further include, for example, a condition that a predetermined period of time (e.g., 200 hours) has elapsed since the completion of the last diagnosis. This helps to prevent the diagnosis from being performed repeatedly with high frequency, and thus improves fuel efficiency.
  • a predetermined period of time e.g. 200 hours
  • the start condition may further include, for example, a condition that the vehicle 1 has traveled over a predetermined distance (e.g., 1,000 km) since the completion of the last diagnosis. This helps to prevent the diagnosis from being performed again under a situation where the state of the equipment in the vehicle 1 has not changed greatly since the last diagnosis.
  • a predetermined distance e.g. 1,000 km
  • start condition for the diagnosis While examples of the start condition for the diagnosis are described above, the foregoing examples are not limitative. For example, some of the above-described conditions may be omitted from conditions to be included in the start condition. Further, for example, conditions other than those described above may be additionally included in the start condition.
  • the processor 62 may set a diagnostic mode in accordance with the rotational speed of the engine 11 .
  • the control apparatus 60 may perform the diagnosis while controlling the rotational speed of the engine 11 to be equal to a reference rotational speed corresponding to a relevant diagnostic mode.
  • the diagnostic mode may include a low-rotation diagnostic mode and a high-rotation diagnostic mode.
  • the processor 62 may set the diagnostic mode to the low-rotation diagnostic mode.
  • the processor 62 may set the diagnostic mode to the high-rotation diagnostic mode.
  • the diagnosis may be performed with the rotational speed of the engine 11 controlled to be equal to a reference rotational speed (e.g., 1,500 rpm) lower than that in the high-rotation diagnostic mode. This allows for diagnosing of states of various pieces of equipment in a situation where the rotational speed of the engine 11 is low.
  • the diagnosis may be performed with the rotational speed of the engine 11 controlled to be equal to a reference rotational speed (e.g., 4,000 rpm) higher than that in the high-rotation diagnostic mode. This allows for diagnosing of states of various pieces of equipment in a situation where the rotational speed of the engine 11 is high.
  • step S 103 the processor 62 may cause the display 41 to display a start notification screen.
  • the start notification screen may be provided to receive a start request (i.e., a request for a start of the diagnosis) from the driver.
  • a start request i.e., a request for a start of the diagnosis
  • a button to receive the start request may be displayed on the start notification screen.
  • an operation of touching the button on the start notification screen performed by the driver may serve as an operation of entering the start request.
  • step S 104 the processor 62 may determine whether a start request has been made by the driver. If the processor 62 determines that a start request has been made (step S 104 : YES), the processor 62 may cause the control flow to proceed to step S 105 . If the processor 62 determines that no start request has been made (step S 104 : NO), the processor 62 may cause the control flow illustrated in FIG. 4 to end.
  • the processor 62 may execute various kinds of diagnoses. For example, if the processor 62 makes the YES determination in step S 104 , the processor 62 may execute a first diagnosis in step S 105 . Thereafter, in step S 106 , the processor 62 may execute a second diagnosis. Thereafter, in step S 107 , the processor 62 may execute a third diagnosis. Thereafter, in step S 108 , the processor 62 may execute a fourth diagnosis. Note that processes in the first to fourth diagnoses will be described later in detail.
  • the start request made by the driver may trigger the start of the diagnosis; however, triggers for the start of the diagnosis are not limited to this example.
  • the processor 62 may start the diagnosis upon a lapse of a predetermined period of time (e.g., 10 seconds) with no start request being made by the driver.
  • step S 109 the processor 62 may determine whether every piece of equipment is normal on the basis of results of the diagnoses.
  • step S 109 If the processor 62 determines in step S 109 that every piece of equipment is normal (step S 109 : YES), the processor 62 may cause the control flow to proceed to step S 110 , and cause the display 41 to display that every piece of equipment is normal, as a diagnostic result.
  • step S 111 the processor 62 may cause travel control to return to normal travel control, and cause the control flow illustrated in FIG. 4 to end.
  • the normal travel control may be a type of travel control under which the vehicle 1 had been traveling before the diagnosis (including the first to fourth diagnoses) of the vehicle 1 was performed.
  • step S 109 If the processor 62 determines in step S 109 that at least one piece of equipment is abnormal (step S 109 : NO), the processor 62 may cause the control flow to proceed to step S 112 , and cause the display 41 to display an abnormality as a diagnostic result.
  • the processor 62 may execute abnormal-situation travel control, and cause the control flow illustrated in FIG. 4 to end.
  • the abnormal-situation travel control may cause the engine 11 to be driven at a rotational speed other than that at which the abnormality of the equipment occurs. For example, if the determination that at least one piece of equipment is abnormal is made in the low-rotation diagnostic mode, the processor 62 may, in executing the abnormal-situation travel control, set a lowest rotational speed of the engine 11 to a value (e.g., 2,000 rpm) higher than a lowest rotational speed under the normal travel control.
  • a value e.g., 2,000 rpm
  • the processor 62 may perform a diagnosis in the high-rotation diagnostic mode in preference to that in the low-rotation diagnostic mode if the last diagnosis was performed in the low-rotation diagnostic mode. For example, if the last diagnosis was performed in the low-rotation diagnostic mode, the processor 62 may, in step S 102 , set the diagnostic mode to the high-rotation diagnostic mode irrespective of the rotational speed of the engine 11 . Note that if the last diagnosis was performed in the high-rotation diagnostic mode, the processor 62 may perform a diagnosis in the low-rotation diagnostic mode in preference to that in the high-rotation diagnostic mode, similarly to the above.
  • the processor 62 may perform a process of causing the display 41 to display various pieces of information, in addition to the foregoing example. For example, in step S 101 , the processor 62 may cause the display 41 to display a determination status (e.g., indication as to which condition is currently under determination).
  • a determination status e.g., indication as to which condition is currently under determination.
  • the processor 62 may discontinue the diagnosis before completion if an end condition is satisfied in the course of the diagnosis.
  • the end condition may be, for example, that an end request (i.e., a request for ending the diagnosis) has been made by the driver.
  • the end condition may also be, for example, that a braking operation has been performed by the driver.
  • the processor 62 may cause the display 41 to display that the diagnosis is discontinued. Thereafter, the processor 62 may cause the travel control to return to the normal travel control, and cause the control flow illustrated in FIG. 4 to end.
  • FIG. 5 is a flowchart illustrating an example of a flow of a process in the first diagnosis to be performed by the control apparatus 60 .
  • a control flow illustrated in FIG. 5 corresponds to that in a process of step S 105 in the flowchart of FIG. 4 .
  • FIG. 6 is a collinear chart illustrating an example of the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 , and torques acting on the engine 11 , the first motor generator 21 , and the second motor generator 23 during execution of the first diagnosis.
  • each torque is represented by a hatched arrow or a hollow arrow.
  • the direction of the arrow representing a torque indicates the direction of the torque. Note that a positive direction of the torque coincides with a positive direction of the rotational speed, and a negative direction of the torque coincides with a negative direction of the rotational speed.
  • the arrow on the vertical axis representing the rotational speed of the engine 11 represents a torque acting on the engine 11 .
  • the arrows on the vertical axis representing the rotational speed of the first motor generator 21 represent torques acting on the first motor generator 21 .
  • the arrows on the vertical axis representing the rotational speed of the second motor generator 23 represent torques acting on the second motor generator 23 .
  • the processor 62 may execute a rotational-speed maintenance control in which operations of the engine 11 , the first motor generator 21 , and the second motor generator 23 are controlled to allow the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 to be maintained.
  • a process corresponding to the rotational-speed maintenance control in the first diagnosis may be in steps S 202 , S 203 , and S 204 in FIG. 5 .
  • the processor 62 may diagnose a state of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 on the basis of a relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • the processor 62 may first control the rotational speed of the engine 11 to be equal to a reference rotational speed corresponding to the relevant diagnostic mode.
  • the reference rotational speed in the low-rotation diagnostic mode may be 1,500 rpm, for example.
  • the reference rotational speed in the high-rotation diagnostic mode may be 4,000 rpm, for example.
  • step S 202 the processor 62 may cut off fuel to the engine 11 .
  • the cutting off of fuel to the engine 11 is a process of stopping a fuel supply to the engine 11 , and may be executed, for example, by causing a fuel injection valve of the engine 11 to stop injecting fuel.
  • a torque Tf caused by friction of the engine 11 acts on the engine 11 .
  • the torque Tf caused by the friction acts in the negative direction.
  • the planetary gear mechanism 31 may divide motive power outputted from the engine 11 and transmit the divided motive power to the first motor generator 21 and the second motor generator 23 .
  • a proportion R 1 in which the motive power outputted from the engine 11 is distributed to the first motor generator 21 is, if represented using the distances D 1 and D 2 illustrated in FIG. 2 , equal to D 2 /(D 1 +D 2 ).
  • a proportion R 2 in which the motive power outputted from the engine 11 is distributed to the second motor generator 23 is equal to D 1 /(D 1 +D 2 ). Therefore, in the case where the torque Tf caused by the friction acts on the engine 11 , a torque (Tf ⁇ R 1 ) that is R 1 times higher than the torque Tf acts on the first motor generator 21 in the negative direction, and a torque (Tf ⁇ R 2 ) that is R 2 times higher than the torque Tf acts on the second motor generator 23 in the negative direction.
  • step S 203 the processor 62 may control a torque of the first motor generator 21 to allow the rotational speed of the first motor generator 21 to be maintained.
  • the processor 62 may control a torque Tm 1 of the first motor generator 21 to cancel out the torque (Tf ⁇ R 1 ) acting on the first motor generator 21 in the negative direction.
  • the torque Tm 1 may be controlled to be in the positive direction and have a magnitude equal to that of the torque (Tf ⁇ R 1 ).
  • a value of the torque Tf to be used in determining the torque Tm 1 may be a normal value that is set in advance in accordance with, for example, the rotational speed of the engine 11 .
  • step S 204 the processor 62 may control a torque of the second motor generator 23 to allow the rotational speed of the second motor generator 23 to be maintained, that is, to allow the vehicle speed to be maintained.
  • the processor 62 may control a torque Tm 2 of the second motor generator 23 to cancel out the torque (Tf ⁇ R 2 ) acting on the second motor generator 23 in the negative direction, taking into account a torque caused by travel resistance and acting on the second motor generator 23 in the negative direction.
  • the torque Tm 2 may be controlled to be in the positive direction and have a magnitude equal to a sum of the torque (Tf ⁇ R 2 ) and the torque caused by the travel resistance.
  • a value of the torque Tf to be used in determining the torque Tm 2 may be a normal value that is set in advance in accordance with, for example, the rotational speed of the engine 11 , similarly to a case of determining the torque Tm 1 .
  • the processor 62 may execute the rotational-speed maintenance control that controls an operation of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 to allow the rotational speed of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 to be maintained.
  • the rotational-speed maintenance control in the first diagnosis may control the torques of the first motor generator 21 and the second motor generator 23 with fuel to the engine 11 being cut off. In the first diagnosis, it is thus possible to diagnose a state of each piece of equipment in a situation where the engine 11 stops and where the first motor generator 21 and the second motor generator 23 are outputting torques in the positive direction.
  • the processor 62 may determine whether the rotational speed of the engine 11 is maintained. For example, if an amount of change in the rotational speed of the engine 11 is smaller than or equal to a predetermined value (e.g., 100 rpm) when the foregoing rotational-speed maintenance control has been continued for a predetermined period of time (e.g., two seconds), the processor 62 may determine that the rotational speed of the engine 11 is maintained.
  • a predetermined value e.g. 100 rpm
  • a predetermined period of time e.g., two seconds
  • step S 205 If the processor 62 determines in step S 205 that the rotational speed of the engine 11 is maintained (step S 205 : YES), the processor 62 may cause the control flow to proceed to step S 206 , and diagnose the friction of the engine 11 and the torque of the first motor generator 21 as being normal.
  • step S 205 If the processor 62 determines in step S 205 that the rotational speed of the engine 11 is not maintained (step S 205 : NO), the processor 62 may cause the control flow to proceed to step S 207 , and diagnose the friction of the engine 11 , the torque of the first motor generator 21 , or both as being abnormal.
  • the rotational speed of the second motor generator 23 is less changeable than the rotational speed of each of the engine 11 and the first motor generator 21 . Therefore, if the rotational speed of the engine 11 is not maintained, it is possible to determine that the rotational speed of the first motor generator 21 has changed. In such a case, there is a possibility that the torque Tf has a value different from a normal value, thus causing the total sum of the torques acting on the first motor generator 21 to be other than zero, resulting in a change in the rotational speed of the first motor generator 21 .
  • the processor 62 may diagnose the friction of the engine 11 , the torque of the first motor generator 2 l, or both as being abnormal.
  • step S 208 the processor 62 may determine in step S 208 whether the vehicle speed is maintained, that is, whether the rotational speed of the second motor generator 23 is maintained. For example, if an amount of change in the vehicle speed is smaller than or equal to a predetermined value (e.g., 3 km/h) when the foregoing rotational-speed maintenance control has been continued for a predetermined period of time (e.g., two seconds), the processor 62 may determine that the vehicle speed is maintained.
  • a predetermined value e.g., 3 km/h
  • a predetermined period of time e.g., two seconds
  • step S 208 If the processor 62 determines in step S 208 that the vehicle speed is maintained (step S 208 : YES), the processor 62 may cause the control flow to proceed to step S 209 , and diagnose the torque of the second motor generator 23 as being normal.
  • step S 208 If the processor 62 determines in step S 208 that the vehicle speed is not maintained (step S 208 : NO), the processor 62 may cause the control flow to proceed to step S 210 , and diagnose the torque of the second motor generator 23 as being abnormal.
  • the processor 62 may diagnose the torque of the second motor generator 23 as being abnormal.
  • step S 209 or step S 210 the processor 62 may cause the control flow illustrated in FIG. 5 to end.
  • FIG. 7 is a flowchart illustrating an example of a flow of a process in the second diagnosis to be performed by the control apparatus 60 .
  • a control flow illustrated in FIG. 7 corresponds to that in a process of step S 106 in the flowchart of FIG. 4 .
  • FIG. 8 is a collinear chart illustrating an example of the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 , and torques acting on the engine 11 , the first motor generator 21 , and the second motor generator 23 during execution of the second diagnosis.
  • each torque is represented by a hatched arrow or a hollow arrow, as in FIG. 6 .
  • the processor 62 may execute the rotational-speed maintenance control, and diagnose, during the execution of the rotational-speed maintenance control, the state of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 on the basis of the relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • a process corresponding to the rotational-speed maintenance control in the second diagnosis may be in steps S 301 , S 302 , and S 303 in FIG. 7 .
  • step S 301 the processor 62 may first drive the engine 11 with a set torque (e.g., 30 Nm).
  • the set torque may be higher than at least the torque Rf caused by friction of the engine 11 .
  • the torque (Te ⁇ Tf) acts in the positive direction. Therefore, a torque ((Te ⁇ Tf) ⁇ R 1 ) that is R 1 times higher than the torque (Te ⁇ Tf) acts on the first motor generator 21 in the positive direction, and a torque ((Te ⁇ Tf) ⁇ R 2 ) that is R 2 times higher than the torque (Te ⁇ Tf) acts on the second motor generator 23 in the positive direction.
  • step S 302 the processor 62 may control the torque of the first motor generator 21 to allow the rotational speed of the first motor generator 21 to be maintained.
  • the processor 62 may control the torque Tm 1 of the first motor generator 21 to cancel out the torque ((Te ⁇ Tf) ⁇ R 1 ) acting on the first motor generator 21 in the positive direction.
  • the torque Tm 1 may be controlled to be in the negative direction and have a magnitude equal to that of the torque ((Te ⁇ Tf) ⁇ R 1 ).
  • the value of the torque Tf to be used in determining the torque Tm 1 may be a normal value that is set in advance in accordance with, for example, the rotational speed of the engine 11 .
  • step S 303 the processor 62 may control the torque of the second motor generator 23 to allow the rotational speed of the second motor generator 23 to be maintained, that is, to allow the vehicle speed to be maintained.
  • the processor 62 may control the torque Tm 2 of the second motor generator 23 to cancel out the torque ((Te ⁇ Tf) ⁇ R 2 ) acting on the second motor generator 23 in the positive direction, taking into account a torque caused by travel resistance and acting on the second motor generator 23 in the negative direction.
  • the torque Tm 2 may be controlled to be in the negative direction and have a magnitude equal to a magnitude of the torque ((Te ⁇ Tf) ⁇ R 2 ) minus a magnitude of the torque caused by the travel resistance.
  • the value of the torque Tf to be used in determining the torque Tm 2 may be a normal value that is set in advance in accordance with, for example, the rotational speed of the engine 11 , similarly to the case of determining the torque Tm 1 .
  • the processor 62 may execute the rotational-speed maintenance control that controls the operation of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 to allow the rotational speed of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 to be maintained.
  • the rotational-speed maintenance control in the second diagnosis may control the torques of the first motor generator 21 and the second motor generator 23 with the engine 11 being driven, unlike the rotational-speed maintenance control in the first diagnosis. In the second diagnosis, it is thus possible to diagnose the state of each piece of equipment in a situation where the engine 11 is driven and where the first motor generator 21 and the second motor generator 23 are outputting torques in the negative direction.
  • step S 304 the processor 62 may determine whether the rotational speed of the engine 11 is maintained. Note that in step S 304 , a process similar to that of step S 205 in FIG. 5 described above may be performed.
  • step S 304 If the processor 62 determines in step S 304 that the rotational speed of the engine 11 is maintained (step S 304 : YES), the processor 62 may cause the control flow to proceed to step S 305 , and diagnose the torque of the engine 11 and the torque of the first motor generator 21 as being normal.
  • step S 304 If the processor 62 determines in step S 304 that the rotational speed of the engine 11 is not maintained (step S 304 : NO), the processor 62 may cause the control flow to proceed to step S 306 , and diagnose the torque of the engine 11 , the torque of the first motor generator 21 , or both as being abnormal.
  • the processor 62 makes the NO determination in step S 304 in the second diagnosis, there is a possibility that a torque actually being outputted from the engine 11 has a value different from an instruction value, or a possibility that a torque actually being outputted from the first motor generator 21 has a value different from an instruction value.
  • step S 307 the processor 62 may determine in step S 307 whether the vehicle speed is maintained, that is, whether the rotational speed of the second motor generator 23 is maintained. Note that in step S 307 , a process similar to that of step S 208 in FIG. 5 described above may be performed.
  • step S 307 determines in step S 307 that the vehicle speed is maintained (step S 307 : YES)
  • the processor 62 may cause the control flow to proceed to step S 308 , and diagnose the torque of the second motor generator 23 as being normal.
  • step S 307 If the processor 62 determines in step S 307 that the vehicle speed is not maintained (step S 307 : NO), the processor 62 may cause the control flow to proceed to step S 309 , and diagnose the torque of the second motor generator 23 as being abnormal.
  • the processor 62 makes the NO determination in step S 307 of the second diagnosis, there is a possibility that a torque actually being outputted from the second motor generator 23 has a value different from an instruction value, as in the case where the processor 62 makes the NO determination in step S 208 of the first diagnosis.
  • step S 308 or step S 309 the processor 62 may cause the control flow illustrated in FIG. 7 to end.
  • FIG. 9 is a flowchart illustrating an example of a flow of a process in the third diagnosis to be performed by the control apparatus 60 .
  • a control flow illustrated in FIG. 9 corresponds to that in a process of step S 107 in the flowchart of FIG. 4 .
  • the processor 62 may execute the rotational-speed maintenance control, and diagnose, during the execution of the rotational-speed maintenance control, the state of each of the engine 11 , the first motor generator 21 , and the second motor generator 23 on the basis of the relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • a process corresponding to the rotational-speed maintenance control in the third diagnosis may be in steps S 401 , S 402 , and S 403 in FIG. 9 .
  • the processor 62 may first change an engine torque from the set torque. For example, the processor 62 may reduce the engine torque from the set torque by a predetermined torque (e.g., 10 Nm). Alternatively, for example, the processor 62 may increase the engine torque from the set torque by a predetermined torque (e.g., 10 Nm).
  • a predetermined torque e.g. 10 Nm
  • control flow illustrated in FIG. 9 is similar to the control flow illustrated in FIG. 7 except that the process of step S 301 in FIG. 7 is replaced with the above-described process of step S 401 .
  • Steps S 402 to S 409 of the control flow illustrated in FIG. 9 are thus similar to steps S 302 to S 309 of the control flow illustrated in FIG. 7 , and therefore descriptions thereof will be omitted.
  • the rotational-speed maintenance control in the third diagnosis may control the torques of the first motor generator 21 and the second motor generator 23 with the engine 11 being driven, like the rotational-speed maintenance control in the second diagnosis.
  • torques that the engine 11 , the first motor generator 21 , and the second motor generator 23 are caused to output may be different from those in the rotational-speed maintenance control in the second diagnosis.
  • the third diagnosis in addition to the second diagnosis, it is possible to diagnose a state such as an operation state of a throttle valve, the fuel injection valve, or a fuel pump of the engine 11 over a wide torque range of the engine 11 . Further, it is possible to diagnose a state such as a heat resistance or cooling performance of a coil of each motor generator over a wide torque range on the negative direction side of each motor generator.
  • FIG. 10 is a flowchart illustrating an example of a flow of a process in the fourth diagnosis to be performed by the control apparatus 60 .
  • a control flow illustrated in FIG. 10 corresponds to that in a process of step S 108 in the flowchart of FIG. 4 .
  • a state of each of the power control units P 1 and P 2 among the pieces of equipment in the vehicle 1 may be diagnosed.
  • the processor 62 may first change respective carrier frequencies of the first inverter 22 and the second inverter 24 .
  • the processor 62 may reduce the carrier frequency of each of the first inverter 22 and the second inverter 24 by a predetermined frequency (e.g., 2 kHz).
  • the processor 62 may increase the carrier frequency of each of the first inverter 22 and the second inverter 24 by a predetermined frequency (e.g., 2 kHz).
  • step S 501 the processor 62 may determine in step S 502 whether a temperature change in the power control unit P 1 is as expected.
  • the processor 62 may determine that the temperature change in the one of the power control units is as expected.
  • the processor 62 may determine that the temperature change in the one of the power control units is as expected.
  • step S 502 determines in step S 502 that the temperature change in the power control unit P 1 is as expected (step S 502 : YES)
  • the processor 62 may cause the control flow to proceed to step S 503 , and diagnose the power control unit P 1 as being normal.
  • step S 502 determines in step S 502 that the temperature change in the power control unit P 1 is not as expected (step S 502 : NO)
  • the processor 62 may cause the control flow to proceed to step S 504 , and diagnose the power control unit P 1 as being abnormal.
  • step S 505 the processor 62 may determine in step S 505 whether a temperature change in the power control unit P 2 is as expected. Note that a determination process of step S 505 may be similar to that of step S 502 .
  • step S 505 determines in step S 505 that the temperature change in the power control unit P 2 is as expected (step S 505 : YES)
  • the processor 62 may cause the control flow to proceed to step S 506 , and diagnose the power control unit P 2 as being normal.
  • step S 505 determines in step S 505 that the temperature change in the power control unit P 2 is not as expected (step S 505 : NO)
  • the processor 62 may cause the control flow to proceed to step S 507 , and diagnose the power control unit P 2 as being abnormal.
  • step S 506 or step S 507 the processor 62 may cause the control flow illustrated in FIG. 10 to end.
  • control apparatus 60 Next, a description will be given of some example effects of the control apparatus 60 according to an example embodiment of the technology.
  • the processor 62 diagnoses the state of at least one of the engine 11 , the first motor generator 21 , or the second motor generator 23 on the basis of the relationship between the rotational speed of the engine 11 , the rotational speed of the first motor generator 21 , and the rotational speed of the second motor generator 23 .
  • This makes it possible to appropriately diagnose the state of at least one of the engine 11 , the first motor generator 21 , or the second motor generator 23 while allowing the vehicle 1 to keep traveling without stopping.
  • the control apparatus 60 according to an example embodiment thus makes it possible to appropriately diagnose the state of the equipment mounted on the vehicle 1 .
  • the processor 62 may diagnose, during the execution of the rotational-speed maintenance control, the state of each of the engine 11 and the first motor generator 21 on the basis of whether the rotational speed of the engine 11 is maintained. For example, in the first diagnosis described above, a diagnosis may be made as to whether each of the friction of the engine 11 and the torque of the first motor generator 21 is abnormal, as the state of each of the engine 11 and the first motor generator 21 . Further, for example, in each of the second and third diagnoses described above, a diagnosis may be made as to whether each of the torque of the engine 11 and the torque of the first motor generator 21 is abnormal, as the state of each of the engine 11 and the first motor generator 21 .
  • the processor 62 may diagnose, during the execution of the rotational-speed maintenance control, the state of the second motor generator 23 on the basis of whether the vehicle speed of the vehicle 1 is maintained. For example, in each of the first to third diagnoses described above, a diagnosis may be made as to whether the torque of the second motor generator 23 is abnormal, as the state of the second motor generator 23 . As described above, if attention is focused on the relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 , in the case where the vehicle speed is not maintained during the execution of the rotational-speed maintenance control, it is possible to diagnose the second motor generator 23 as being abnormal. It is thus possible to appropriately diagnose the state of the second motor generator 23 on the basis of the relationship between the respective rotational speeds of the engine 11 , the first motor generator 21 , and the second motor generator 23 .
  • the rotational-speed maintenance control to be performed by the control apparatus 60 may include control that causes fuel to the engine 11 to be cut off.
  • control that causes fuel to the engine 11 to be cut off.
  • the rotational-speed maintenance control to be performed by the control apparatus 60 may include control that causes the engine 11 to be driven.
  • control that causes the engine 11 to be driven.
  • the first diagnosis, the second diagnosis, the third diagnosis, and the fourth diagnosis are performed as the diagnosis of the vehicle 1 , with reference to FIG. 4 .
  • the content of the diagnosis of the vehicle 1 is not limited to the foregoing example.
  • one or more, but not all, of the first to fourth diagnoses may be omitted.
  • only the first diagnosis may be performed, or only the first and second diagnoses may be performed.
  • another diagnosis may be performed in addition to the first to fourth diagnoses.
  • the rotational-speed maintenance control may be performed with the torque of the engine 11 changed further, and during execution of such a rotational-speed maintenance control, the state of each piece of equipment may be diagnosed in a manner similar to that in, e.g., the third diagnosis.
  • the carrier frequencies of the inverters may be changed further and the states of the power control units may be diagnosed in a manner similar to that in, e.g., the fourth diagnosis.
  • the processor 62 illustrated in FIG. 3 is implementable by circuitry including at least one semiconductor integrated circuit such as at least one processor (e.g., a central processing unit (CPU)), at least one application specific integrated circuit (ASIC), and/or at least one field programmable gate array (FPGA).
  • At least one processor is configurable, by reading instructions from at least one machine readable non-transitory tangible medium, to perform all or a part of functions of the processor 62 .
  • a medium may take many forms, including, but not limited to, any type of magnetic medium such as a hard disk, any type of optical medium such as a CD and a DVD, any type of semiconductor memory (i.e., semiconductor circuit) such as a volatile memory and a non-volatile memory.
  • the volatile memory may include a DRAM and a SRAM
  • the nonvolatile memory may include a ROM and a NVRAM.
  • the ASIC is an integrated circuit (IC) customized to perform
  • the FPGA is an integrated circuit designed to be configured after manufacturing in order to perform, all or a part of the functions of the processor 62 illustrated in FIG. 3 .

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • General Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Electric Motors In General (AREA)
US17/502,192 2020-10-16 2021-10-15 Control apparatus Active 2041-11-17 US11654881B2 (en)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090195203A1 (en) * 2008-02-01 2009-08-06 Gm Global Technology Operations, Inc. Virtual tensioner travel sensor for a serpentine belt tensioner assembly
US20160244051A1 (en) * 2013-09-30 2016-08-25 Nissan Motor Co., Ltd. Device and method for controlling hybrid vehicle
US20180050680A1 (en) * 2016-08-22 2018-02-22 Hyundai Motor Company Apparatus and method for determining failure of engine clutch
US20190001963A1 (en) * 2017-06-29 2019-01-03 Hyundai Motor Company Vehicle and method for controlling the same
US20190118800A1 (en) * 2017-10-25 2019-04-25 Hyundai Motor Company Fail-safe control method for hybrid electric vehicle
US20190152470A1 (en) * 2016-04-28 2019-05-23 Guangzhou Automobile Group Co., Ltd Control Method and System for Clutch Engagement of Hybrid Vehicle
JP2019116153A (ja) 2017-12-27 2019-07-18 株式会社Ｓｕｂａｒｕ 車両の制御装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090195203A1 (en) * 2008-02-01 2009-08-06 Gm Global Technology Operations, Inc. Virtual tensioner travel sensor for a serpentine belt tensioner assembly
US20160244051A1 (en) * 2013-09-30 2016-08-25 Nissan Motor Co., Ltd. Device and method for controlling hybrid vehicle
US20190152470A1 (en) * 2016-04-28 2019-05-23 Guangzhou Automobile Group Co., Ltd Control Method and System for Clutch Engagement of Hybrid Vehicle
US20180050680A1 (en) * 2016-08-22 2018-02-22 Hyundai Motor Company Apparatus and method for determining failure of engine clutch
US20190001963A1 (en) * 2017-06-29 2019-01-03 Hyundai Motor Company Vehicle and method for controlling the same
US20190118800A1 (en) * 2017-10-25 2019-04-25 Hyundai Motor Company Fail-safe control method for hybrid electric vehicle
JP2019116153A (ja) 2017-12-27 2019-07-18 株式会社Ｓｕｂａｒｕ 車両の制御装置

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